Carbureter.



898,495. Patented Sept. 15, 1908.

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OARBURETER. APPLICATION FILED JUNE 30,1905.

L. P. MOOERS.

GARBURBTEB. APPLICATION FILED JUNE 30,1905.

898,495, Patented Sept. 15,1908.

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fiitizedkfed. ,Jiflveiz i071 UNITED STATES PATENT OFFICE.

LOUIS P. MOOERS, OF CLEVELAND, OHIO.

CARBURETER.

Specification of Letters Patent.

Patented Sept. 15, 1908 Application filed June 30, 1905. Serial No. 267,680.

To all whom it may concern."

Be it known that 1, Louis P. Moonns, a citizen of the United States, residing at Cleveland, in the county of Cuyahoga and State of Ohio, have invented a certain new oleneengines, and has for its object the provision of a structure adapted to efficiently carburet the air and maintain a properly proportioned mixture regardless of thefluctuation in the motor speed and the position of the throttle valve.

Heretofore in that type ofcarbureter wherein the injecting action of the air, rushing past the gasolene spray nozzles, is utilized for eifecting a proper explosive mixture,

' difiiculty has always been found in securing efiicient action when the engine was throttled to a low speed. This difliculty arises from the fact that the injecting action is dependent on the rate of flow immediately past the spray nozzles, which rate is, under the conditions obtaining, the resultant of two factors, viz., the volume of air drawn into the engine per unit of time andthe cross sectional area of the injecting tube. The latter factor being ordinarily unalterable in practi cal work under operating conditions, a decrease in the volume factor will, at a certain point, so reduce the rate of flow that the in- JBCtlOIl will cease entirely or no longer be proportionate to the volume of air passing.

' Thus, the carbureting eifect is in fact the resultant of certain factors, variation in one of which without compensating change in another will cause deviation from the constant degree of saturation which it is desired to maintain at the point of greatest efiiciency.

- his to provide a practical solution of this bureting action sothat the explosive mixture problem that I have devised the structure elow described wherein are embodied principles insuring a proper control of the caris maintained at the desired point. Further, it has hitherto been found that when the speed was quickly raised the sudden rush of air through the strangle tubes sucked the gasolene out of the spray nozzles to such an extent that the immediately succeedin quantity of air was insufiiciently supplie with gasolene and the mixture consequently not effective.

The structure which has been invented by me is so designed that the disturbing effect due to an increase in the volume of air drawn in by the engine is entirely suppressed and no 'material fluctuation in the carbureting resultant permitted.

A specific form of the means which I have found effective for this purpose is hereinafter described andclaimed.

Referringto the drawings, Figure 1 is an end elevation partly in section showing the gasolene inlet and float chambers and the connection of the latter with the carhureting or mixing chambers, Fig. 2 is a vertical section through theair inlet and mixing chambers. Fig. 3 is a plan view of the throttle controlling the flow through the carbureting tubes and the outlet to the engine.

In the drawings, A is an inlet chamber having free communication. with the main gasolene reservoir. Suitably secured in the inlet chamber is a hollow perforated sediment plug A having its perforations covered with gauze A. Leading from the inlet chamber is a valve chamber into which is fitted a valve housing B containing a ball valve B held normally against its seat by as ring 13 in such manner as to check the ow from the inlet chamber into the float chamber above. The float chamber 0 contains any suitable form of float C provided at its upper side with a guiding rod C and on its lower side with a rod C of such cross section as to float within the passage leading from the valve chamber to the float chamber without filling the same. I

The lower rod C not only guides the float in rising and falling, but is adapted to bear the valve B away from its seat whenever the gasolene in the float chamber is diminished to such an extent as to' allow the float to fall to any definite point. This point may be regulated by adjusting the float rod C in any suitable manner. The rods C and C may be either separate rods or one continuous rod, as desired.

Leading from the floatchamber is an outlet passage 0 which conducts the gasolene to the passage D, from whence it rises in the spray nozzles D, D the orifices of which are controlled respectively by the needle valves D D. The hei ht of the asolene inthe spray nozzles is etermined y the level 111 .i'educe the flow from the strangle tube the float chamber, but it usually approaches very close to the mouth of the spra nozzles. It will be seen by reference to Fig. 2 that l have shown two of these spray nozzles, but in conformance with the spirit of my invention I may obviously provide more.

The air is drown 111 through the inlet con duit E, and up past the spray nozzles D, l), through their respective strangle tubes E, when the passages thereabove are freely open. These passages or tubes open into a common mixing chamber or horizontal con duit E from which leads a single outlet E to the engine. As shown, thepassage E is of less diameter than the'pc-ssage E thus having the capacity of maintaining a greater injecting action for a small volume "of air' than could bel'llalllllltll'lfid by the passage E The horizontal chamber is controlled by the combined throttle and valve structure E, which is constructed to serve as an engine throttle controlling the outlet sssage E and as a cut oil' valve for t e flow through the carbureting tubes-,and moves, as shown in Fig. 2, in a hollow cylindrical casing E lining the chamber E and ex.- tending across the ports E, E and E but suitably cut away so as to provide free communication for these passages. The ports E? and E" on the lower side of tne lining are so positioned and proportioned as to roperly receive the flow from the strang 6 tubes while the ort E on the upper side is coincident Wit 1 the outlet E which latter open ing is of such size and locationas to be left partially open. after the port E has been ontirely closed by the valve E Referring to Figs. 2 and 3 it will be seen that the valve E is so shaped and con structed that it may be operated to throttle the outlet to the engine. and simultaneously through the port E. This valve consists of a cylindrical portion, the opposite sides of which are adopted to slide over the orts E and E, and a semi-cylindrical port-ion, the side of which is provided with a port E constructed to coincide with the port E of air through the carburetor.

when the port E is uncovered.

The ports E and E are so spaced that as the port E asses from over the port E and approaches 5 it will reach the latter before passing entirely out of communication with the former. This insures a continuous flow The dotted lines in Fig. 2 indicate the position of the valve after the port E has been entirely out off and the entire flow takes place throu h the port E In the position'shown-it will be noted that the port ll valve structure would be altered in "conform.-

anc'e therewith and the port Ti and the pass a is still somewhat open so as to permit a restricted low thercthrough.

scenes sage so positioned that they would not be entirely cut oil until the smallest of the cor bursting tubes would be brought into action.

In the op notion of the device at high speed when the throttle is in its retracted position,

as shown in Fig. 2, the larger strangle tube is uncovered and in communication with the outlet to the cylinder, thus allowing a free flow of air which can be fully and properly carbureted by suitably setting needle valve D. When the speed oi'thc engine is dis minished and the'throttle is moved so as to check the flow to the engine through the passage E the passage is likewise throttled; and the ports are so constructed as to make the throttling of the latter passage proportionateto that of the first named passage until the lower limits are approached.

It will be seen that if there were but one strangle tube of unaltcrable diameter the result of this throttling action would be to diminish the rate of flow past the single spray nozzle,"since the total volume allowed to pass is the roduct of, the two controlling factors, namel the'rate of llow and the cross scctiona-l'aros of the passage. The effect of such a condition is to disproportionately diminish the infecting action toward the lower limits and produce an inefiiciently carbureted mixture in the conduit beyond. But it will be seen that, in my apparatus, as the throttle moves across the port leading from the strangle tube E and throws the latter out of action the carburct ing action is not impaired, for the reason that the port E will move over the port E and allow the flow of air to the engine to be supplied through the strangle tube E, which, vbeingof comparatively small diameter, will maintain the proper rate of flow for 1-..-

the purpose of securing an adequate injec" tzon of gasoleno. By this action 1t will be seen that notwithstanding the varlatlon no the volumedrawn into the engine per unit of: placed the determining fac time that I have tors under contro so that the resultant 35 not varied. The smaller strangle tube 1s cut in toward the latter part of the throttle valves movement, at a oint'where the volume drawn in would iguinish the rate-of flow through the larger tube to a degree where the injecting action would become insncfiicient; and the larger tube is entirely cutoff by the continued movement of the throttle a lar less volume of air is drawn in by the engine, since its cross sectioned area is com liciently c'arbureted as strangle tubes remaining in action, it will be ing iiferent permanent carbureting factors,

paratively small. Su posing now, the throttle valve to have een thrown toward the extreme limit of its movement, short of entirely throttling the engine. assage and only the smallest of the car ureting or seen that a sudden opening of the throttle will allow an immediate in-fiow of a large volume of air without causing .an abnormal rush past the spray nozzles, since each stageof the opening movement of the throttle uncovers a larger tube of suflicient capacity to take care of or allow a free flow for the volume of air admitted by the engine, and there is conse .uently no sudden elevationin the rate of ow such as to create the abnormal injecting action referred to above. Thus, it will be seen that, although the volume drawn in by the'engine per unit time is a fluctuating factor of the carbureting resultant I am enabled to so vary the ratio of the several factors that the resultant is a constant.

There are, of course, quite a number of variations possible in the style and form of throttling valves and the disposition of the orts and I do not desire to be understood as imiting myself to one form.

Having described my invention, I claim:

1. In an explosive engine, a plurality of inde endent sets of cal-bursting means havan engine throttle, and means operating simultaneously with the throttle for throwing any individual one of said carburetting sets out of operation, and bringing a second set having a differentpermanent factor into action. i

2. In an explosive engine, a plurality of inde endent sets of carbureting means, having ifferent permanent factors for carbureting the inflowing air, a mixing chamber and a throttle valve and means operating simultaneously with the throttle valve for throwing any single one of said sets into operation l and simultaneously cutting off another of said sets.

3. In a carbureter for explosive engines, independent means for carbureting the inflowing gas, one of said means being of greater carbureting capacity per volume of air passed than the other means, an engine throttle, and means operating simultaneously with the engine throttle for throwing the means having the greater capacity alone into operation.

4. In an explosive engine, a throttle, a carbureter having separate spray nozzles in separate strangle conduits, one of said strangle conduits being of relatively larger feeding capacity, and means operating simul taneously with the throttleifor opening the conduit having the larger capacity and closing the conduit of smaller capacity. I

5. In an explosive engine, a throttle, a carbureter having separate spray nozzles in separate strangle tubes, one of said strangle conduits being of relatively larger feeding capacity, and means operating simultaneously with the throttle for closing the conduit having the larger capacity and at the same time opening the conduit of smaller capacity.

6. In a carbureter for explosive engines, inde endent means forcarbureting the inflowmg gas, one of said means being of greater carbureting capacity per volume of air passed than other means, an engine throttle, and means operating simultaneously with the engine throttle for throwing the means having the greater capacity out of operation and at the same time throwing the means of less capacity into operation.

In testimony whereof, I hereunto afiiX my of two witnesses. L. I. MOOERS.

signature in the presence Witnesses:

E. B. GILCHRIST, J. M. WooDwAnn. 

